MIm20c

Looks a lot more modern. How’d you do with the original budget?

Looks like the transponder is a drop shipped item that is sold out. I’m curious if Avidyne is coming out with a new model and might be using the 9000 in the interim? A in/out unit would be great although I think the 9000 really sets the standard.

Always liked the G, not many around. I’d look at this one very soon. The cheapish ones in good condition can go fast. Ad says 300 hrs in the past three years so if parts have been replaced during this time to keep it running good I’d definitely take a look.

I like the Dynon offering but to be honest the Dynon rep at Oshkosh 2017 said the Mooney would be certified around the first of the year (January 2018) timeframe. My guess is for the full system w/ autopilot it will be January of 2021. However, I do agree that Dynon has been more realistic with estimating lately.

I noticed Chase pulled it from his ad on BT as well. I hope those that wanted one were able to jump. I didn’t want to deal with selling a 430w and a transponder.

As a seller on eBay I try to keep the values under 3k because they always side with the buyer. Hate to have the you sent a box of rocks complaint on a big item like this.

I’d take 6500 net anytime on my 430w. I don’t see them moving for that amount on BT and here. Just don’t want to get scammed...

When I started this thread I’m pretty sure they mentioned the free transponder. However, I don’t see it referenced now.

I would have to agree with BHF on this. This should not have been released with the AOA working like this. Allowing only the few that complain to disable it worries me about the complacency of the company/FAA to be honest.

Interesting. I thought it might be very similar to the aspen system. However, I was told they had to pay a high royalty to the designer for every unlock sold.

3J1 Ridgeland, SC according to the thread on BT. Here is the Link

Can someone help with the model of that Mooney? Looks like a feathered prop but the front end doesn’t look like a rocket.

I think it has the retractable AA version by the look of the lap belt attachment point.

This goes against what I was told at osh last year but the article is more recent. This is a big deal because the TC is normally replaceable via a backup AI. Which means only the AI, ASI, and altimeter need to remain. Which of course can be replaced by a L3 500 or a Sandia 340. So it might have the same install flexibility as the pro. Another bonus is the backup AI could be a cheap electrically driven unit with no battery backup (300-600 used).

I know it was a long process getting the E back in the air. It looks great!

Do you like to fly in busy airspace? Do you like to camp? Do you like formation flying?

Paul, what kind of deal did they give you on the refurb mfd? Did they allow you to buy the one with the external battery? In the past they haven’t. Thinking about a mfd for mine, PM me if you don’t want to post.

I’m not sure if the newest software comes preloaded into the E5 to simplify the 3100 installation or if Aspen will charge an unlock fee. But if you’re thinking about upgrading the AP make sure your installer is aware of the wiring differences.

Your vacuum system powers the DG and AI. I would remove the entire system including those two indicators. The remaining six pack must be retained with the E5. The 901 gpss unit can also be removed as the Aspen will provide that info. Another thing to keep in mind. The E5 does not include the ACU that will be needed to drive the stec 50. It’s also necessary to interface with the 155 but that’s optional imo. If I was installing an E5 / 3100 right now I’d skip the ACU and keep the 155/209 separate.

It will be when Garmin certifies the g3x...

All planes are the same. Take half of the money you spend for anything plane related (including the purchase price) and immediately burn it. If you own any of them long enough the above economics will prevail. If you buy a 130k eagle you will soon drop another 100k into it and have a 175k bird...with amazing performance.

My guess is you’ll have a hefty repair bill on the 150 before the g3x gets certified...which means you have many years to go.

It sounds like a TN system would work well for you. There are extra expenses associated with the additional hardware. You’re not going to be able to find an old salvage exhaust system to toss on instead you’ll spend a small fortune getting a custom one made or repaired. Also certain hoses need to be changed more often along with turbo and scavenger pump maintenance at overhaul. However, the climb performance is wonderful especially in the 7-14k range. I use the system on my C every time I climb above 4K. But to be honest I normally have it off for most of my flying. I just don’t have a reason to climb above 12k around the Great Lakes region. I would use / hope to use on longer trips going east with a good tailwind. Performance wise I normally true out in the 147-150 range (turbo off) at around 9 gph @8-11k. On the turbo at 13.5k the speed bumps to the low 160’s but this is a higher power setting and fuel flow 12-12.5 gph. I’m not sure what it could do at 19k but I’m planning on running some speed runs when I can carve out some time. The PO’ers would make a huge difference with a system like this. One time leaving the turbo knob in on takeoff might be the end of the engine. Or forgetting to inch it back out on decent could cause some serious issues down the road. Good luck finding the right plane!

As RB said the D was a fixed gear/prop model that all but 3? have been converted to C’s. Do you want to fly the plane like a turbo or just want the added climb performance?

Going by the most recent prices (inflated to purposely discontinue) to buy a new 256, 55 hsi, and a 225 AP system will probably cost 60-80k in parts alone. Makes the 13k in parts for the Garmin system look cheap.